Apparatus for operating air-brakes.



N0. 630,38I. j Pafntd Allg. 8, |899.

W. B. MANN. i APPARATUS F03 OPERATING AIR BRAKES.

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mi. 630,381. Patented Aug. s, |899. W. B. MANN.

APPARATUS FUR OPERATING AIR BRAKES.

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No. 630,38l. Patented Aug. 8, |899.

W. B. MANN.

APPARATUS FUR OPERATING AIR BRAKES.

(Application led Feb. 27, 1899.)

THE NORRI PEYERS CO PHOTO LITRO WASHINBTDN D C f UNITED. STATES PATENT OFFICE.

/VILLIAM B. MANN, OF BALTIMORE, MARYLAND.

APPARATUS FOR OPERATING AIR-BRAKES.

SPECFICATION forming part of Letters Patent N o. 630,381, dated August 8, 1899. Application flied february zr, 1999. serai No. 709,999. No model.)

T0 @ZZ whom zit may concern:

Be it known that I, WILLIAM B. MANN, a resident of the city ofBaltimore, State of Maryland, haveinvented a new and useful Improved Apparatus for Operating Air- Brakes, which invention is fully set forth iin the following specification.

My invention relates to air-brakes for railroad-trains, and more particularly to the apparatus for controlling the operation of such brakes. In brakes of this class it is essential that the operations of the brake mechanism should be controlled by the engineer from his position on the engine for the purpose of securing graduated application of the brakes for service stops and a very rapid andpowerful application thereof for emergency stops. In addition to this it is essential that the brakes 'should be applied automatically when the train breaks in two and leaves the rear portion thereof beyond the control of the engineer. The application of the brakes for service stops and in case of breaking of the train has heretofore been secured by utilizing air stored in an auxiliary reservoir carried under each c'ar, the necessary movement of the triple valves being due to a reduction of train-pipe pressure, brought about by theoperations of the engineers valve in the former case and by the breaking of the train# pipe in the latter case. Ithas been proposed to utilize air conducted directly from the train-pi pe to the brake-cylinder for graduat equal facility from the release and from the graduating positions, and as the emergency throw is only accomplished by a very mate- -rial reduction of train-pipe pressure below the normal or running pressure it is evidentv that any increasebeyond normal inthe pres-` sure of the train-pipe for service applications would have to be dissipated before the reduction below normal necessary for emergency action could begin. A further practical difficulty involved in the increase of Atrain-pipe pressure to secure service or graduating action is that it involves the nice adjustment of all the parts to a predetermined normal pressure and in cases where it is found necessary to run the train With pressure in the train-pipe much below normal, as Where the air-compressor operates defectively or the train-pipe leaks, service or graduating action could not be had. In all cases with which I am familiar the necessary reduction of trainpipe pressure to secure quick serial action of all the triple valves on a train for emergency stops has been secured by serially venting the train-pipe at several points along the train, preferably at each car, the action being initiated by a very considerable reduction through the engineers valve. In some cases the air vented from the train-pipe at the triple valves has been allowed to escape to the atmosphere and in other cases it has been conducted to the brake-cylinder to augmentthe'pressure therein, mainly derived` from the auxiliary reservoir. One of the difficulties heretofore experienced in thus venting the train-pipe to the brake-cylinder has been that the auxiliary-reservoir air in the brakecylinder acted in opposition to the air owing in from the train-pipe, and hence retarded the serial venting and consequent reduction of pressure in the latter. While such retardation may amount to but a fraction of a second at each triple valve, the aggregate in a train of fifty cars becomes materially important when it is necessary that the serial action of all the triple valves should be so 4rapid as to be practically instantaneous. Various more or less successful eorts have been n the great liability of the Vtrain-pipe to leak.

A slight leak in the train-pipe gradually lowers the pressure therein, thus causing the triple-Valve piston to move toward train-pipe pressure, thereby admitting air to the brakecylinder and applying the brakes. In a long train the liability to leakage in the train-pipe is greatly increased, and repeated undesired IOO applications of the brakes due to this canse are a source of great annoyance and result in frequent delays and much loss of time.

The present invention has for one of its objects to secure service application of the brakes by the use of train-pipe air upon a slight reduction of pressure in the train-pipe `rather than by an increase of pressure therein.

A further object of the invention is to secure an emergency application of the brakes upon a considerable reduction of train-pipe pressure by the use of'train-pipe air.

An additional object of the invention is to avoid the involuntary or undesired application of thebrakes due to leaks in the trainpipe, and, .iinally, the invention has for its further objects to simplifyr the construction of triple valves to the end that they may be more cheaply manufactured and less liable to get out of order and to increase the eiicien'cy and accuracy of said valves when in operation. e

With these objects in-view the invention f consists, generally speaking, in an apparatus for simultaneously conducting train-pipe air to the brake-cylinder and reinforcing the airpressure in the train-pipe with auxiliary-reservoir air.

Furthermore, the invention consists in an apparatus for simultaneously conductingair from the train-pipe to the brake-cylinder,

`from theauxiliary reservoir to the train-pipe,

and from the auxiliary reservoir to the at- Furthermore, the invention consists in means Vfor conducting air from the auxiliary reservoir to the train-pipe, whereby equilibrium of pressure in the auxiliary reservoir and the train-pipe is maintained equal and involuntary applications of thebrakes due to leaks in the train-pipe are avoided.

Furthermore, the invention consists of means which upon a slight reduction of trainpipe pressure first automatically open and then automatically close a restrictedpassage sure in theptrain-pipe automatically openy free communication between the train-pipe :and the brake-cylinder, whereby emergency appli-'cation of the brakes is secured entirely by air taken directly.from the train-pipe t the brake-cylinder'. A

Furthermore, the invention consists o .means whereby ay restricted passage between the train-*pipe and the brake-cylinder is automatically opened upon a slight reduction of train-pipe pressure, an enlarged passage vis opened from. vthe train-pipe to the'brakecylinder upon a great reduction of said pressure,and means automatically opening communication from the auxiliary reservoir to the. train-pipe upon either a slight or great reduction of train-pipe pressure, whereby the pressure in the train-pipe is reinforced by air drawn from the auxiliary reservoir when making either service or emergency applications of the brakes, and, finally, the invention consists in certain details of constructionand combination of parts hereinafter described and then defined in the claims.

In carrying out my invention various forms 'of apparatus may be employed, and I have illustrated in the accompanying drawings one form of apparatus invented by me which I Ahave found to be highly eincient for the purpose, in which- Figure l is a sectional view ot' a triple valve and its casing having suitable connections with an auxiliary reservoir, a brake-cylinder, and a train-pipe,` parts being shown in elevation and the triple valve and its coperating parts in the position they occupy when the brakes are released. Fig. 2 is a view similar to Fig. l with the'parts in the position they occupy when admitting air to the brakecylinderI for service applications. Fig. 3 shows the partsin position for holding air in kthe brake-cylinder for service applications.

Fig. 4 is a view of the parts in emergency position. Fig. 5 is an enlarged plan view of the bottomof the valve-casing, showing location and arrangement of the ports therein. Fig. G is a similar bottom plan View of the main valve, showing the ports therein andin dotted lines the passages therethrough. Figs. 7 and 8 are enlarged transverse vertical sections on the lines 7 7 and 8 8, respectively, of Fig. 1; and Fig. 9 is a view, similar to Fig. 1, of a modification, while Figs. IO and ll are plan views of the bottom of the valve and of the valve-seat, respectively'.

Referring to the drawings, in which like letters indicatelike parts, H is a valve-casing having port A leading to the train-pipe A2, port B leading to the brake-cylinder B2, and ports C C leading through port C2 to the atmosphere. Within the valve-casing H is a main valve G, having the usualoperatingpiston G', working in the cylinder H', formed as an extension of the valve-casing H. rlhe ordinary feed-in passage his provided around the piston G, 'whereby when the parts are in charging position air may pass from the trainpipe through the valve-casing I-I to the anxilia'ry reservoir I. In addition to this feed-in port -h between the train-pipe and the auxiliary reservoir Iprovide a somewhat-restricted duct IOO or passage-way from the auxiliary reservoir l ployed, and I have shown for this purpose a passage h formed in the wall of the valvecasing and having a check-valve h2 opening toward train-pipe pressure. The main valve G has formed therein a chamber G2, communicating with a somewhat smaller chamber shown.

" Gosi i is GI3 and having a valve-seat g2 formed it their@ junction, while a passage F extends froni'the chamberG3 out to the end of the valve G, as

The chamber G2 has a port A opening therefrom to the lower face of the valve,

while the chamber G3 has two ports B and D likewise opening to the lower face of the A" iinain valve.

x of

The port D is located between and is much smaller than ports A and B', which may be of about the same size. Two ducts e e leadthrough the body ot' the valve from the passage `F to ports E E in the bottom face of the valve, the transverse distance between ports E E' being exactly equal to that distance between ports C C in casing H. On opposite sides ofthe chamber G3, I form in the body of the valve H parallel ducts c o,

A. the other.

shown in Figs. l and 3.

from the graduating-valve g4 is a reduced 4stein g5, which passes throughchaniber G2 each having ports Cfat one end and C at andenters passage F, fitting the same prac tically air-tight and closing communication between the ducts e e and passage F when the graduating-valve g4 is on the seat g2, as

shown in Figs. 1 and 3, but uncovering said ducts when the graduating-valve is unseated,

as shown in Figs. 2 and 4. The length of the stem 'g5 is such that it is never entirely withdrawn from the passage F. The piston G', together with its stem and head G4, has a slight movement relative to the main valve G. Thus when the parts are in the position shown in Fig. l there is a small amount of lost motion between the piston G' and main valve G before the head G4contacts with the valve, and since the graduating-valve g4 together with the stem g5 move with the piston this lost motion serves to unseat the graduatingvalve g4 and to draw the stem g5- back, so as to uncover the ducts e e. On the reverse movement Vof the piston the main valve does not move until the graduating-valve is seated, after which the pressure of the piston is transmitted through the graduating-valve to move the main valve.

At the point where the train-pipe proper enters the shell of the valve mechanism a partition K is formed therein, having an opening provided with a valve-seat 7a. A checkvalve la is arranged in this opening, but is normally held olf of its seat by a spring The valve is held in the opening against the action of the spring by a transverse pin k3, extending through the wings of the valve and engaging oppositelydisposed slots 7a4, formed i in a tubular valve-casingkpreferably formed The distance between ports C' scribed is as follows: Compressed air from and-E E are all closed, while theports CXV CX register with the port B and the ports C' C register with the ports C C, thereby affording a free passage from the brake-cylinder to the atmosphere. The valve h2 is also closed by the pressure in the train-pipe and air passes from the latter through the feedin valve h and the main-valve chamber to the auxiliary reservoir. This leaves all the parts in release or running position, and if it is desired to make a service application of the brakes the engineer slightly reduces the pressure in the train-pipe through the engineers valve in the usual and well-known way, which reduction in pressure causes the piston G to make a partial traverse of its cylinder from right to left (see Fig. 2) and also opens the valve h2. In this position, Fig. 2, ports E E register with C C, port D is over port B, and port A is partially over port A, so that trainpipe air is passing through ports A A', chambers G2 G3, and ports D and B to the brakecylinder. This of course has a tendency to further reduce train-pipe pressure to the point where it would cause the piston to take quick action,as hereinafter described; but this tendency is counteracted by auxiliary-reservoir air, which passes through conduit h and valve h2 to the train-pipe,thus reinforcing the trainpipe pressure. At the same time that air is thus passing from the auxiliary reservoir to the train-pipe airis escaping fromthe former to the atmosphere through passage F, ducts e e, and ports E E C C. The result is that the pressure on the auxiliary-reservoir side of piston G falls very slightly below that on the train-pipe side and the piston shifts from left to right-that is, from the position shown in Fig. 2 to that shown in Fig. S-thereby seating the graduating-valve g4 and closing the ducts e e by advancing the stem g5 in the passage F. At the same instant the valve h2 also closes. The escape of air from the trainpipe to the brake-cylinder and from the auxiliary reservoir to the atmosphere is thus cut o, but without releasing the pressure in the brake cylinder. may be repeated by again slightly reducing train-pipe pressure through the engiueers valve. By restoring the pressure in the trainpipe to normal the parts may be returned to the position shown iuFig. l and the air in the brake-cylinder vented throng-h port B, ducts c c, and ports C C to the atmosphere, thereby releasing the brakes. If now it be desired to produce an emergency application of the brakes, the engineer reduces the pressure iu the train-pipe some ten or twelve pounds, thereby causing the piston G to quickly shift from its extreme right position, Fig. l, toA its extreme left position, Fig. L

IOO

IIO

If desired, the operation of vthe series.

This opens thel graduating-valve g, brings port A fully `over port A and port B fully over port B, thus suddenly venting the train- .'pipe to the brakecylinder,and thereby secu ring quick serial action of all the triple valves n In this position no air escapes from the auxiliary reservoir to the atmosphere, because the ports E E no longer registerwith ports C C, but the valve h2 is open and auxiliary reservoir air passes therethrough to the train-pipe, and thereby reinforces the pressure in the latter, and conse-l quently in the brake-cylinder. p

Should the pressure in the train-pipe be suddenly lowered by the breaking of the train when the parts are in either of the positions Y shown in Figs. 1, 2, and 3, the check-'valve lc Azo Y be secured with equal facility from the release position, Fig. 1, or graduating positions, Figs. y

2 and 3.

In case the pressure in the train-pipe is.

'gradually lowered by reason of one or more leaks along the pipe air from the auxiliary -reservoir will pass to the train-pipe through conduit h, thereby maintaining the equality,

of pressure on the opposite sides of the pis- -ton G' notwithstanding the constant lowering of pressure in 'the train-pipe due to the leakage. The piston G will therefore remain stationary and no pressure will be admitted to the brake-cylinder. This ability of the piston G to move promptly upona moderatev or great reduction of train-pipe pressure through the engineers'valve and its immo-V bility when pressure is slowlyreduced by reason of leakage in the train-pipe is of great importance, as it enables a train with a leaky train-pipe to be operated without the annoy- .ance and delay due to involuntaryapplications -of the brakes.

Referring to the modified-apparatus shown` in Fig. v9, the valve-casing H lhas the samev f ports A and B that are found in the construcv tion hereinbefore described and a port C4,

corresponding to the ports O. Between the ports B and C4 is a second port B3, leading from the valve-chamber to the brake-cylinder.

The main valve has the ports A' and B', as in.

the other structure, but omits the port D, and

in its stead a port B4 leads from the chamber C3, at the end thereof nearest the piston G. The stem g5 is omitted from the graduatingvalve, and there is no communication between the chamber G3 and passage F. A port E leads from thechamber F to the lower face of the main valve, and the entrance of air from the auxiliary reservoir to said passage v is controlled by a spring-pressed valve f, having a stem projecting out through the passage into contact with the piston-stem.head G4.

The operation is as follows: The'parts being Iin release position, (shown in Fig. 9,) the brake cylinder is in communication with-the atmosphere through the chamber G3, as will be readily understood. When pressure is slightly reduced in the train-pipe for graduating action, the mainA valve is shifted to the left, bringing port A' over A, B over B3, and E over C4 and opening valves g4 and f. The remaining part of the graduating action is as in the apparatus of Figs. 2 and 3. For an emergency application of the brakes a great reduction of train-pipe pressure causes the piston to take its extreme traverse, .bringing port B4 over A, B' over B, and E' over B3. Train-pipe air then passes directly through chamber G3 to the brake-cylinder without entering chamber G2, and some auxiliaryreser voir air also enters the brake-cylinder direct through port B3, while a larger amount passes to the train-.pipe through conduit h tov reinforce train-pipe pressure.

It will be readily understood that many other forms of apparatus may be devised involving the same inventive idea, and I do not therefore desire to be limited to any specific form of apparatus.

Having'thus described my invention, what I'claim isv l. The combination of the train-pipe, the auxiliary reservoir and the brake-cylinder,

with means simultaneously admitting trainpipe air at train-pipe pressure to the brakecylinder .and auxiliary-reservoir air to the train-pipe.

2. The combination of the train-pipe, the auxiliary reservoir and. the brake-cylinder, with lmeans simultaneously admitting trainpipe air at train-pipe pressure to the brakecylinder and auxiliary-reservoir air to the train-pipe upon a lowering of train-pipe pressure.

3. In a compressed-air brake mechanism the combination of means simultaneously admitting air from the train-pipe to the brakecylinder, and from the auxiliary reservoir to the train-pipe, with additional means for lowering auxiliary-reservoir pressure.

4. The combination of the train-pipe, auxiliary reservoir and Abrake cylinder, fwith means opening a passage from the auxiliary reservoir through the train-pipe to the brakecylinder upon a lowering of train-pipe pressure, and additional means for lowering' auxiliary-reservoir pressure.

5. r-Ihe combination of the train-pipe, auxiliary reservoir, and brake-cylinder and a conduit connecting the auxiliary reservoir with the train-pipe having a -valve therein opening toward train-pipe pressure, with a main valve having ports which connect the brake-cylinder to the atmosphere only when the parts are in release position, other ports which connect the train-pipe tothe brake-cylinder upon a slight reduction of train-pipe pressure, and a port connecting the auxiliary reservoir to IOO the atmosphere upon alike reduction of trainpipe pressure, whereby service application of the brakes may be secured with pressure taken direct from the train-pipe.

6. The combination of the train-pipe, auX- iliary reservoir, and Valved conduit connecting them, the brake-cylinder, the main Valve and its operating-piston, with ports controlled by said main valve and connecting the trainpipe to the brake-cylinder, and means controlled by said piston and opening the auxiliary reservoir to the atmosphere When the piston makes its partial traverse for service stops, whereby the Valve is prevented from taking quick action.

7. In a triple-Valve mechanism the combination of means simultaneously admitting air from the train-pipe to the brake-cylinder, from the auxiliary reservoir to the train-pipe and ing Witnesses.

WILLIAM B. MANN. Vitnesses:

JOSEPH T. GOTT, JAMES M. FAIRBANK. 

